Control of trains



May 31,1921;

A. R. ANGUS CONTROL OF TRAINS Original Filed Dec. 22- 1921 5 Sheets-Sheet 1 w a WWW May 31, 1927.

A. R. ANGUS CONTROL OF TRAINS s Shets-Shet' 2 Original Filed Dec, 22. 1921 Wbm May 31,1927. 1,630,511 A. R. ANGUS CONTROL OF TRAINS Ori inal Filed Dec. 22. 1921 5 Sheets-Sheet 3 5Z2 52 v 8 Z 5 a I 1 CONNECTED TO REVERSH G! GERR May 31,1927.

A. R. ANGUS CONTROL OF TRAINS 5 Sheets-Sheet 4 I Or inal Filed Dec. 22. 1921 Q a 8. 2% a Na g W.

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A. R. ANGUS CONTROL OF Tums Original Filed Dec. 22' 1921 5 Sheets-$heet 5 gas Patented May 31, 1927.

ARTHUR REGINALD ANGUS, OF WESTMINSTER, LONDON, ENGLAND.

CONTROL OF TRAINS.

Original application filed December 22, 1921, Serial No. 524,228, and in Australia December 13, 1921.

Divided and this application filed September 1, 1925. Serial No. 53,814.

'The invention iorn'iing the subject-matter ot the present application for Letters Patent, which is a division of my application tor Letters Patent Serial No. 524228 filed 22nd December, 1921 relates to electrical train-controlling; apparatus of the type in which a warning operation and a stopping operation" are successively produced on a train in the first and second sections respectively of three consecutive sections of track when it is dangerous for the train to travel along the third section.

Apparatus of the aforesaid type accord- 'ing to the inventon comprises on a train electro-rcsponsive means adapted when encrp'ized by a current of a first or normal strength to give clearance to the train and when energized by a current of a second strength to cause the production of a warning operation on the train and adapted to be caused by the cessation of either of the said currents without the production of the other thereof t i lii'in g about the production of a stopping operation on the train and rec .ivingineans arranged to be in encrgizable relation to running rails alone and adapted to be causedby currents of two specific different strengths therein to energize the electro-rcsponsive means by currents of the said first and second'strengths respectively, and, on the tract; and in connection with three consecutive sections thereof in which the rails of eachsection on each side of the track are electrically continuous and the rails of each section on one side of the track are separated from adjacent rails by insulation, current-supplying means for supplying the running rails with which the said receiving means is arranged to be in energizable relation on the said one side of the track in the first of the three sections withcurrents of the said two specific different strengths and in the second of the three sections with current of the one of the said specific different strengths corresponding to current of the said first strength, trafiic-controlling means pertaining; to the second and third sections and adapted (c) in a position corresponding to the clear condition of both the second and third sections to cause the current-supplying means to supply the rails on the said one side. of the first section with current of the one of the said specific different strengths corresponding to current of the said first strength (7)) in a posltion corresponding to the clear condition of the second section and the danger condition of the third section to cause the current-supplying means to supply the rails on the said one side of the first section with current of the one of the said specific different strengths correspondingto current of the said second strength, and (c) in a position corresponding to the danger conditionoi the third section to cause the current-supplying means not to supply the rails on the said one side of the second section with current of either of the said spe cific different strengths. v y 7 For-the purpose of adapting the apparatus to enable trains to protect themselves automatically againstbeing run into by following trains I employ as the trafiic-controlling means pertaining to the second and third sections traffic-controlling electro-responsive means connected with the rails of the second and third sections respectively and adapted to be energized only by current from a track-current-supplying means for supplying the rails on both sides of the second and third sections respectively with cur rent that differs from the currents supplied by the first mentioned current-supplying means but to be short-circuited from the track-current-supplying means by conductively connected wheels of a railway vehicle in the second and third sections respectively.

In order to provide for the case of the running of trains at different times in opposite directions on a single track. the track apparatus is adapted to be adjusted for the running of trains in opposite directions so that by its achustment for one or the other direction of running trains can at will be given protection against being run into from behind in either direction.

The invention which comprises the various features defined in the claiming clauses hereof, is illustrated by the accompanying drawings. which represent examples of, ap-

paratus according thereto.

Figs; 1 and 1 together show one example of track apparatus' Fig. 2 shows train apparatus suitable for 'uze with the track apparatus illustrated by Figs. 1 andl j,

Figs. 3 and 1* together show another example of track apparatus; and. y I i :Fig. & shows'train apparatus suitable for use with the track apparatus illustrated by Figs. 3 and i together.

of unidirectional pulsating current by Way of a Wire 603 and the contacts 60% and 666, thence to the contacts 67? and 627 by Way of the path hereinafter described, and back to the source 602 by way of a wire 628. in the case of the track apparatus illustrated by Figs. 3 and 1 a switch arm 605 is moved to the right to bring its insulated contacts 70 i and T27 into contact W1 11 contacts 606 and 67"? respectively, and current passes from a source 702 ct alternating current of a particular frequency by Way of a Wire ,3 and the contacts 70 1 and 606, thence to the contacts 6?? and 727 by ay of the path now to be described, and back to the source by Way of a Wire In, both cases the current passes from contact 606 to contact 67'? by Way of a Wire 607 Figs. 1 and a branch Wire 608 (Fig. 1A), a contact 600 and insulated contact 610 on the armature 611 of the track relay 562 (the contacts 609 and 610 being in contact when the track relay 562 has been duly energized so as to HKWG the armature 611 to the right), a Wire 612, an insulated contact 613 on the armture 61 1 of thetrack relay 558, a contact 615 (the contacts 613 and 615 being in contact when the track relay 558 has been duly energized so as to more the armature 614 to the right), a Wire 616, a contact 617, an insulated contact 618 on the annature 619 of the track relay 5&5 (the contacts 617 and 618 being in cont; ctwhcn the track relay 5 15 has been duly energized so as to move the armature 610 to the right), a Wire 620, an insulated contact 621 on the ari'nature 622 of the track relay 541, a contact 623 (the contacts 621 and 623 being in contact when thetrack relay 5 11 has been duly energized so as to more the armature 622 to the right), and a wire 62% to the track rails 515 near the in sulation 516, thence along the track rails 515 of section l to a point near the insulation 526, and thence by Way of Wires 625 to the contact 677. Current is thus supplied to the track rails 515ot'scction l,

and, as the Wire'612 short-circuits a resistance 620, its strength is such that both Warningand stopping operations are restrained on the train on rails 515. If, however, section ill occupied by a train and section l1 unoccupied, the track relays of section ill. arc de-enor zized, but the track rcla "s of section ll are energized; current Jensesectionl and baclzto the source 602 (Fig.-

1) i or 702 (Fig. 3) along the path hereinbeall. should be in order.

wards section V.

zation of the track relays or tore described. The current "from the source 602 (Fig. 1) or 702 (Fig. 3) to the track rails 515 otsection l is now, owing to its by way of the resistance 629, of such a strength that a Warning operation is c'll'ccted on the train occupying section I, and, it "he criver causes the train to pass over the insulation. 26 and enter section 11, a stopping operation is produced on the hin because the energization of the track s and 562 of section 111 the eneration of which is necessary for the supof any current to train on section 11, cc, the r turn from the rails 539 01' secon H to the some- 602 (Fig. 1) or 702 in. 3) being by way ofa Wire 615 connect r ed to the Wire 626, current from the source 602 or 702 can flow to the rails 539 only by Way of a Wire 630 (Fig? 1") connected to the wire 60?, and a contact 631, then either by way or an insulated contact 632 on the SEC- armature 633 of the track relay 579 of tion 1V, a wire 63%, an insulated contact on the armature 686 of the track relay 5'55 of section IV, and a contact 637, the track re ays 5T0- and 575 being energized and consequently the contacts and 635 in contact with the contacts 631 and637 respectively, or by Way of a resistance 64:6 and the contact 6337, the track relays 575 and 579 being, decnergized, thence by Way ota Wire 638. a contact 630 and an insulated contact 6&0 on the armature 611 oi the track relay 562 of section ill only it the track relay 562 energized, a Wire 6111, an insulated contact 642 on the armature 614: of the track relay 558 of section III, and a contact 643 only if the track relay 558 is energized, and a wire 61%. in order that current of a normal strength should be supplied to section II for a train seeking; to run thereon tou'arts section V, the sections Ill and 1V ahead of that train shouldbe unoccupied by any other train and Suppose a train in is running in the direction to- H sections Ill: and lIV are unoccupied current passes from the Wire 60?, by my of the wire 630 1 the contact 631, the insulated contact 632 on the section armature 633 of the track relay 5Y0 01 seccontact 660 the insulated contact 6 10 onithc armature 611 of the track relay 5620i section 1 l, the Wire 611, the insulated contact on the armature 61 i oi the track relay 558 of section 111, the contact 6 1 .3, and the wire 6424, to rails 53,9 of section 11, thence duly energized so as to more ar along the rails 539 to a point near insulation 5&3, thence by way of the wire 645 to the wire 626, and back to the source 602 (Fig. 1) orTOQ (Fig. 3) along the path hereinbefore described. This current being of normal strength, warning and stopping operations are restrained 011 the train in section II. If, however, section III is unoccupied by another train but section IV is occupied by another train. a. warning operation is produced on the train on passing into and along section II, and if the lastmentioned train enters section III in spite ofthis warning it is stopped in section III because the de-energization ofthe track relays 575 and 579 of the occupied section IV breaks the circuit of the train clearance current, which, just as in the case described of thepassage ot' the train through sections I and II, includes contacts on the armatures of the track relays of thenent succeeding section. The strength ot the current supplied to section II when section IV is occupied by another train is determined by the resistance 6&6 (then no longer short-circuited) connecting together the two contacts 631 and 633 of the relays 579 and 57 5 respectively of section IV; the currenttrom the source 602 (F ig. 1) or 70:2 (Fig. 3) then flows by way of the resistance 640 to the contact 637 and thence back to the source (502 (Fig. 1) or 702 (Fig. 8) by way of the path hereinbc tore described. Similar operations are effected as the train proceeds along successive sections.

To set the track apparatus to enable a t am to run in the up direction-i. e., the direction from section V to section I-the switch arm 503 is moved to the left to bring its insulated contacts 502 and 524.- into contact with contacts 508 and 599 respectively and thus to reverse the direction of the current passing to all the track relays the armatures of which are-consequently moved to the left to complete corresponding connections to the pertinent section or sections ahead of the train so as either to give it clearance along a section or first to allow a warning operation tobe effected and afterwards to allow a stepping operation to be efiectedon the train as described with reference to travel in the down direction, the switch arin 605 being in this case moved to the left, and the I earance current supplied to the rails thus eing, in the case of the track apparatus illustrated by Figs. 1 and 1 in the direction opposite to that of the current supplied to enable a train to travel in the. down direction, or, in the case of the track apparatus illustrated by Figs. 3 and 1*, of a frequency (from a source 602) that differs from that of the current supplied by the source 702 to enable a train to travel in the down direction. The apparatus on a train for use with the track apparatus illustrated by Figs. 1

and 1 is adapted as hereinafter described to give clearance for either of the two directions only when energized by current of the direction appropriate to the direction of travel, and the apparatus on a train for use with the track apparatus illustrated by Figs.

3 and 1 is adapted" to give clearance tor of whose track relays the current would according to the arrangements of the other sections have to pass. The connections tor the up direction of travel for allowing a train to enter section I are shown in Figs. 1 and 1 and Figs. 3 and 1 but need not he further described. To enable a train to proceed in the up direction along section I, on entering which it would otherwise be stopped, the switch arm 605 must be moved so as to bring its insulated contacts 60* and (32? (Fig. 1), or 80% and 827 (Fig. 3), into contact with contacts (37 1 and GT6 respectively, so that in the case of the apparatus illnstratedby Fig. 1 the current passes from the negative pole of the source (302, or in the case of the apparatus illustrated by Fig. 3 the current passes from the source @052, by

way ofthe wire 6528, the contacts 627211111 676 (F ig. 1), or the contacts 827 and 676 (Fig. 3), and wires G78 and (324. to the rails 515 of section I, thence along rails 515 oi section I, and thence by way of the wires 62;) and 675, the contact (374;, and the contact (3045 (Fig; 1), or 804i- (Fig. 3), and back to the source by way of the wire 603.

Train apparatus suitable .ior use with the track apparatus shown in. Figs. 1 and 1 is shown in Fig. 2. The armature 2312 of an electroniagnet 310 is adapted to tend con stantly to cause the n'odijiction oi. a warning ope 'ation but to be restrained from so doing by the energization of the elcctroniagnct 310,

and the armature 313 of an electromagnet 32% is adapted to tend constantly to cause the production of a stopping operation but to be restrained from so doing by the cnergizat ion of the electroinagnct 32-1. "Both ()If these electromagnet c; are adapted tobe encrgizelil by current from a generator 305 on the train when an arm adapted to be moved by i the movable part of a polarized relay 831 is, owing to the strength and direction of the current energizing that relay, in such a position that a contacting piece 835 carried thereby bridges. two "contacts 837 and 5538 and enables current to flow from the generator 305 by way of a wire 306, then by way of (a) a wire 309, the electromagnet- 310, wires till Jun

733 and 841, and the contact 838, and (b) a wire 308, the electromagnet 324:, wires 839 and 8&0, and the contact 837, and thence back to the generator 305 by way of the contacting piece 835 anda wit-e307. hen cur cluding the electroinagnet 32a is completed at the contact 836 in substitution for that broken between the contact 837and the contacting piece 835, no circuit including the electromagnet 310 is completed in place of the one broken by the separation between the contacting piece 835 and the contact 838; consequently in this case a warning operation is produced on the train whilst the production ota stopping operation is restrained. i i hen no current, or a current whose strength is less than the last mentioned strength, or a current whose direction is opposite to the last mentioned direction energizcs the polarized relay no circuit is completcd through either of the electromagnets 310 and ar and both a warning operation and a stopping operation are produced on the train. The polarized relay 831 is adapted to be energized by unidirectional pulsating current from the generator 602 (F 1g. 1) onthe track, a portion oi the current caused to pass along the track rails in the manner hercinbetore described with reference to l igs. l and 1 flowing in the mannernow to be described; the clectromotive force or the generator 602 is, of course, su'liiciently large and the re istance of the train portion of the circuit of the polarized'relay 831 sufiiciently small to enable the said portion oi. the cur rent to be large enough to cause the arm 83% to more into the positions hereinafter mentioned, A switch arm 400 is adapted, as by being connected with the reversing gear of the train, to keep contacting pieces 700 and 'Z0l carried thereby but insulated therel l'Olil in contact with contacts 375 and respectively when the train is set for travelling in one direction and in contact with contacts 370 and 378 respectively when the train is set for travelling in the opposite direction. When the switch arm 00 is in the of these positions i or example when the train is set for traveling in the down direction-and the direction of the current flowing in the track rails from the generator (302 such as to enable the train to travel in the down direction, current flows from the track rails byway of a contacting means. such as a contacting shoe 820, wires 822 and 823, the contact 364i, the contacting piece 701, a wire 829, one terminal 830 of the polarized relay 831, the coils of the polarized relay 831, and the other terminal 832 thereof, a wire 833, the contacting IJZGCB 700, the contact 375, wires 826 and 825, and back to the track rails by way of another contacting means, such as a shoe 821; the direction of the current through the coils of the polarized relay is, on account of the agreement between the position of the switch arm 400 and" the direction of the current in the track rails, such as to cause the arm 83% to occupy the position in which its contacting piece 835 bridges the contacts 837 and 838 or the position in which its contacting piece 835 makes contact with the contact- 836 in accordance with the strength of the current caused in the mannerhereinbetore described to flow through the track rails and consequently through the coils of the polarized relay 831;ii the current through the track rails is in the opposite direction i. e., in the direction for enabling trains to travel in the up direction and the switch arm still occupies the last mentioned positioni. e., the train is set for travelling in the down directionthe current flows in the direction opposite to the last mentioned direction through the coils of the polarized relay 831 and the arm 83th isconsequently not moved into eitherof the aforesaid restraining positions and both a warning operation and a stopping operation are produced on the train. it the switch arm 400 is, in consequence of the setting of the train for the up direction of travel, in the position in which its contactingpieces 700 and 701 are in contact with the contacts 379 and 378 respectively and the direction of the current flowing in the track rails from the genera tor 602 is such as to enable the train to travel in the up direction, current flows from the track rails by way of the contacting meai'is 821, the wire 325, a wire 826, the contact; 378, the contacting piece 'ZOl, the wire the terminal 830, the coils of the polarized relay 831, the terminal 832, the wire 833, the contacting piece 700, the contact 379, a wire 927, and back to the track rails by way ot the contacting means 820; the direction of the current through the coils of the polarized relay is in this are the same as when the train is set for travelling in the down direction and theidircction ot' the current in the track rails is such as to enable the train to travel in the down direction and consequently the production of a warning operation and a stopping operation, or the production of a stopping operation only, is restrained in the manner hereinbe'fore described in accordance with the strength of the current caused to flow through the track rails. Thus the currents through the polarized relay are in the direction for causing the restraint of the production oi a warning Jim current flows through the olarized relay in Ill the opposite direction anc both a warning operation and a stopping operation are produced on the train. a p

Train apparatus suitable for use with the track apparatus illustrated by Figs i and 1 is illustrated by Fig, 4E. The arn'iature 312 oi an electromagnct 310 is adapted to tend constantly to cause the production of. a

warning operation but to be restrained from so doing by the energizationof the electrou'iagnet 310 and the armature 313 an elec tromagnet 32a is adapted to rtend constantly to cause the production of a stopping operation but to be restrained from so doing by the energization of the electromagnet 324:. Both of these electromagnets are adapted to be energized by currenti'rom a generator 305 on the train when either (a) an arm 9&3, which is adaptedto be moved by the movable part of an instrument 940 adapted to be energized by alternating current and to cause its movable part to change its position in accordance with the strength of the energizing current, is, owing to the strength of the current energizing that instrument, in such a position that a contacting piece 94st carried thereby bridges two contacts 946 and 947 and enables current to flow from the generator 305 by way of a wire 306, then by way of i) a wire 309, the electromagnet 310, wires 733 and 952, and the contact 947, and (it) a wire 308, the electromagnet 324, wires 93?) and 949, and the contact 946, and thence back to the generator 305 by way of the contacting piece 94%, a wire 930, and the wire 307; or (b) an arm 926, which is adaptcd to be moved by the movable part of another instrument 923 similar in function to the instruulent 9&0, is, owing to the strength of current energizing the instrument 923, in such a position that a contacting piece 953 carried thereby bridgestwo contacts 929 and 930 and enables current to flow from the generator 305, to the wires 733 and 933 by way of the paths hereinbefore described, thence to the contacts 930 and 929 by way of a wire 936 and a wire 932 respectively, and thence occupy a position such thatits contacting piece 9 kt makes contact with a contact 9 1-55 only and the electromagnet 32 i only is energized owing to the fact that whilst a circuit including the electromagnet 32-l is completed at the contact 9&5 in substitution fin.- that broken between the contact 9&6 and the contacting piece 944:, no circuit including the electron'ia 'net 310 iscompleted in place oil the one broken by the se )aration between the contacting piece 944: and the contact 947;

ergized owing to the fact that, whilst a circuit including the electromagnet 32ais completed at the contact 928 in substitution for that broken between the contact 929 and the contacting piece 953, no circuit including the electromagnet 310 is completed in place of the one broken by the sepaation between the contactingpiece 953 and the contact 930; consequently in this case a warning operation is produced on the train whilst the production of a stopping operation is restrained. lVhen neither of the instrin ments 940 and 923'is energized by current whose strength is snfiicient to cause the arm 9&3 or the arm 926 to occupy the position in which it causes the restraint of a stopping. operation only, no circuit is completed through either of the elcctromagncts 310 and 324, and both a warning operation and a stopping operation are produced on the train. The energization of the instrument 940 or the instrument 923 depends upon the frequency of the current caused to flow through the track rails in the manner hereinbetore described with reference to Figs. 9 and 1 and the direction of travel for which the train isset. A switch arm e is adapt ed, as by being connected with the reversing gear of the train, to keep contacting pieces 700 and 701carried thereby but insulated therefrom in contact with contacts 9??) and 364 respectively when the train set for travelling in onedirection and in contact with contacts 379 and 378 when the train is set for travelling in the opposite direction. hen the switch arm 400 is in the first of these positions-for example, when the trainis set for travelling in the down direction-it causes the completion of a circuit comprising an induction device 360 that is placed in inductive relation to Cir the track rails, a wire 361, the contacting piece 701, the contact 364, a wire 938, a condenser 954, a wire 955, one terminal 939 of the instrument 9&0, the coils of the instrument 940, the other terminal 9&1 of the instrument 940, a wire 942, the contact 375, the contacting piece 700, and the Wire by means of the condenser 95% this circuit is made resonant to the frequency of thecurrent supplied by the generator 702 (Fig. only, so that, unless the frequency of the cur rent is for the time being such as to enable the train to travel in the down direction, the instrument 940 is not energized. It the switch arm lOO is, in consequence of the setting of the train for the up direction of travel, in the position in which its contactiug pieces 700 and 701 are in contact with the contacts 379 and 373 respectively, it causes the completion of a circuit compris ng the induction device 360, the wire 361, the contacting piece 701, the contact 378, a wire 921, a condenser 956, a wire 957, one terininal 22 ot the instrument the coils of the instrument 923, the other terminal 92 1- of the instrun'ient 923, a wire 925, the contact 3T9, the contacting piece 700, and the wire 37?; by means of the condenser 956 this circuit is made resonant to the frequency of the current supplied by the generator 802 (Fig.

only, sothat unless the frequency of the current is for the time being such as to en able the train to travel in the up direction, the instrument 923 is not energized. When the instrument sue or the instrument 923 is energized the position of the arm 9&3 or the arm 926 depends upon the strength of the current induced in the coil 360 and consequently upon the strength of the current flowing through the track rails, which, in the manner hereinbefore described, is caused to be such as to make the arm 943 or the arm 9% occupy either the position in which it causes the restraint of the production of both a warning operation and a stepping operation or the position in which it causes the restraint of the production of a stopping ope ration only. 'lhusthe restraint of the production of both a warning operation and a stopping operation, or of a stopping opera tion only, is effected only when there is agreement between the frequency of the current caused to flow through the track rails and the setting of the switch arm 4:00.

In the case of the apparatus described with reference to Fig. 2 and with reference to Fig. 4 it will be seen that when current commences to flow through the electromagnet .310 and thus to cause its energizution current also flows from the wire 309 by way of a path the completion of which was caused by the last previous de-energgization of the electromagnet 310 and which comprises wire 390, a contact 391, a resilientcontact 392, a wire 394, a line-clear bell or of the line-clear hell or buzzer can be broken after the con'ipletion of the circuit of the battery 305 by other means as by pressure.

of a push button by the driver.

in order to enable the magnet 3243: (Figs. 2 and at) to exercise its restraint while the arm 834i (Fi 2), or the arm 943 or 926 (Fig. t), moves troni the position corresponding to the greater current strength to the position corresponding; to the less current strength hereinbefore referred to and Vice versa it may be renderedslow-acting as by proiiding it with a shunt 7'10 ctmtainin;- a suitable non-inductive resistance.

-i r hcn the invention is used in connection. with electric trains the current supplied to the track rails for the purposes of the invention should, of course, so differ from the propulsion. current as not to be interfered with thereby as far as the operations hereinbefore described are concerned for example, if alternating or pulsating unidirectional current at one frequency is used for the propulsion, alternating or undirectional pulsating current at frequencies difl'erent from that used for propulsion should be used for the train-controlling currents and train-controlling currents are preferably supplied by means of transformers or induction coils at a higher voltage or voltages than the propulsion current.

I claim 1. Electrical traiii-controlling apparatus comprising on a train electro-rcspousivc ans adapted when energized by a current of a first strength to give clearance to said train and when energized by a current of a second strength tov cause the production of a warning operation on said train and adapted to be caused by the cessation of either of said currents without the productionof the other thereof to, bring about the production of a stopping operation on said train and receiving means arranged to be in energizable relation to running rails alone and adapted to be caused by currents of two specific different strengths therein to energize said electro-responsive means by currents of said first and second strengths respectively, and, on the track and in connection with three consecutive sections thereof in which the rails of each section on each side of the track are electrically continuous and the rails of each section on one side of the track are separated from adjacent rails by insulation, current-supplying means for supplying the running rails with which said receiving tion on said one side of the track in the first of said threes'ections w1th currents 0t said two specific different strengths and in the second of said three sections with current of the one of said specific different strengths corresponding to current of said first strength, trafiic-controlling means pertaining to said second and third sections and, adapted (a) in a position corresponding to the clear condition ot'both said second and third sections to cause said current-supplying means to supply said rails on said one side otsaid first section with current of the one of said specific ditlerent strengths corresponding to current of said first strength, (6) in a position corresponding to the clear condition of said second section and the danger condition of said third section to cause said currentsupplying means to supply said rails on said one side of said first section with current of the one of said specific different strengths corresponding to current of said second strength, and (c) in a position corresponding to the danger con dition of said third section to cause said current-supplying means not to supply said rails on said one side of saidsecond section with current of either of said specific different strengths.

Electrical train-controlling apparatus comprising on a train electro-respo11Si'\'e nieausadaptcd when energized by a current of a first strength to give clearance to said train and when energized by a currentof a second strength to cause the production of a warning operation on said train and adapt ed to be caused by the cessation oi either of said currents without the production of the other thereof to bring about the production of a stepping operation on said train, and receiving means arranged to be in energizable relation to running rails alone and adapted to be caused by currents of two specific different strengths therein to encrgize said aelectro-responsire means by currents of said first and second strengths respectively, and, on the track and in connec tion with three consecutive sections thereof in which the rails of each section on each side of the track are electrically continuous and the rails of each section on one side of the track are separated from adjacent rails by insulation, train-current-supplying means for supplying the running rails with which said receiving means is arranged. to be in run ergizable relation, on said one side at the track in the first of said three sections with currents of said two specific different strengths and in the second of said three s tions with current of the one of said spec ditlerent strengths corresponding to cu"i'ent of said first strength, tracli-current-supply-- ing'ineans for supplying the rails on both sldes of the second and third sections of said three sections with current that. diil'ers :iurolna the currents supplied by said train-currentsupplying means, traliic-controlling electroresponsive means connected with the rails oi? said second and third sections respectively and each adapted to be energized only by current from said track-current-sopplying means but to be short-circuited from said tracl-:current-supplying means by conduir tively connected wheels of a railway vehicle in the corresponding section, and means adapted (a) in the case of the energizatimi of both said traificcontrolling electro-responsive means to cause said train-currentsupplyiug means to supply said rails on s 'd one side of said first section with current of the one of said specific dillerent strengths corresponding to current oi said first strength, (7)) in the case ot the energization and non-energization of said trathe-controlling electro-responsive means pertaining to said second and third sections respectively to cause said train-current supplying iiieans to supply said rails (in said one side oi said first section with current oi. the-one of said specific difierent strengths corresponding to current of said second strength, and (a) in the case of thenonenergization of said tratiiccontrolling elrctro-responsive means pertaining to said third section to cause said traincurrent-supplying means not to supply said rails on said one side of said second section with current of either of said specific ditlerent strengths.

3. Electrical train-controlling amaaratus comprising on a train electro-responsive means adapted when energized by a current of a first strength to give clearance to said train and when energized by a current of a second strength to cause the production oil. a warning operation 011 said train and adapted to be caused by the cessation of either of said currents without the production of the other thereof to bring about the production of a stepping operation on said train, and receiving means arranged to be. in energizable relation to running rails alone and adapted to be caused by currents of two specific difierent strengths therein to energize said electro-responsive means by currents of said first and second strengths respectively, and, on the track and in connection with a series of three consecutive sections thereof in which the ads of each section on each side of the track are electrically continuous and the rails of each section on one side of the track are separated from adjacent rails by insulation, currentsupplying means for supplying the running rails with which said receiving means arranged to be in energizahle relation on said one side of the track in the first section of said series at each end thereof with currents of said two specific different strengths and in the seeondsection of said series with flu current of the one of said specific different strengths corresponding to current of said first strength, traffic-controlling means pertaining to said three sections respectively, adjusting means adapted to be set in two positions and when in said two positions to adapt said traffic-controlling means pertaining to said second and third sections in the two directions respectively (a) in a position corresponding to the clear condition of both of the corresponding second and third sectins to cause said current-supplying means to supply said rails on said one side of the corresponding first section with current of the one of said specific different strengths corresponding to current of said first strength, (b) in a position corresponding to the clear condition of said second section and the danger condition of the correspond ing third sectionto cause said current-supplying means to supply said rails on said one side of the corresponding first section with current of the one of said specific different strengths corresponding to current of said second strength, and (c) in a position corresponding to the danger condition of the corresponding third section to cause said current-supplying means not to supply 1 said rails on said one side of said second section with current of either of sald speclfic difierent strengths.

4. Apparatus according to claim 3 comprising on the track means adapted to cause said rails on said one side of the track to be supplied with train-controlling currents differing for the two directions of travel and on said train a direction-corresponding' ARTHUR REGINALD ANGUS. 

